Signaling device



Jan. 13, 1970 .1. c. ROBERTS SIGNALING DEVICE Filed July 11, 1967 LIL LJLIJLILJLJ United States Patent O 3,489,893 SIGNALING DEVICE John C. Roberts, Detroit, Mich. (49 Riel, Chateauguay, Quebec, Canada) Filed July 11, 1967, Ser. No. 652,546 Int. Cl. B611 25/04 U.S. Cl. 246-122 3 Claims ABSTRACT OF THE DISCLOSURE A signaling device for indicating the presence of a single train traveling along one of a plurality of railroad tracks and, alternatively, indicating the presence of a plurality of trains traveling one along each of the tracks; the device comprising first and second indicating means, a source of electrical power for energizing the indicating means, first switch means normally disposed in a first position communicable with the first indicating means and actuable in response to an electrical signal to move to a second position communicable with the second indicating means, second switch means actuable in response to the presence of a train on any one of the tracks to a closed position communicating the source of electrical power with the first switch means, and third switch means actuable in response to the presence of a plurality of trains on the tracks to produce an electrical signal for actuating the first switch means from the first position to the second position.

BACKGROUND OF THE INVENTION The dangers attendant the intersection of highways, streets and the like with railroad roadways comprising two or more railroad tracks are almost universally known. In particular, such dangers have resulted from pedestrians and automotive, as well as other type vehicle operators, prematurely crossing the roadways after a train has crossed the intersection, with such pedestrians and vehicle operators being unaware of the presence of another train traveling along another of the railroad tracks of the roadway.

The present invention is directed toward a new and improved signaling device which is adapted to provide one type of signal, either visual or audible, indicating the presence of a single train traveling along one of a plurality of tracks, and provide another type of signal at such time as two or more trains are traveling along the tracks of the roadway, whereby to provide ample warning for motorists and pedestrians of the presence of either a single or multiple trains crossing the intersection. More particularly, the signaling device of the present invention comprises first and second indicating means which may be in the form of indicating lights, bells or like devices. In the event a single train is traversing one of a plurality of tracks, the first indicating means will be energized, whereby to provide a warning of the presence of such train. In the event a plurality of trains are traversing two or more tracks at an intersection, the second indicating means will be energized so that motorists or pedestrians will have warning that even though one of the trains has passed through the intersections, one or more additional trains are crossing or are about to cross the intersection so that such persons will not prematurely cross the intersection.

The signaling device of the present invention is of an extremely simple design and therefore is intended to be economically manufactured and easily installed. Moreover, the present invention is constructed of readily available component parts which may be in the form of conventional electro-mechanical relays, or alternatively, comprise well known electronic components such as vacuum tubes, transistors and the like, thereby providing for universality of construction and application.

SUMMARY OF THE INVENTION This invention relates generally to means for indicating the presence of a train on a railroad track and, more particularly, to a new and improved signaling device f r indicating the presence of a single train on one of a plurality of tracks and the presence of a plurality of trains on each of the tracks.

It is accordingly a general object of the present invention to provide a new and improved signaling device for indicating the presence of a train on a railroad track.

It is a more particular object of the present invention to provide a new and improved signaling device of the above character which is adapted to energize a first indicating means when a single train is on one of a plurality of tracks, or alternatively, energize a second indicating means when a train is on each of the plurality of tracks.

It is another object of the present invention to provide a new and improved signaling device of the above character which is of an extremely simple design, easy to assemble and economical to commercially manufacture.

It is a further object of the present invention to provide a signaling device of the above type which may be constructed of conventional mechanical components such as relays and the like, or alternatively, of electronic components such as vacuum tubes, transistors and the like.

Other objects and advantages of the present invention will become apparent from the following detailed description, taken in conjunction with the accompanying drawing.

BRIEF DESCRIPTION OF THE DRAWING The figure illustrates a schematic representation of the signaling device of the present invention as shown in operative association with a pair of conventional railroad tracks.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT Referrng now in detail to the drawing, a signaling de vice 10, in accordance with a preferred embodiment of the present invention, is shown in operative association with a pair of conventional railroad tracks A and B comprising rails R R and R R respectively, which are mounted in the usual manner on suitable cross ties, representatively designated by the numeral 12. The signaling device 10 is adapted to selectively energize suitable indicating means, herein illustrated as a pair of signal lights L1, L2 and L3, L4 at such time as one or more trains are traveling along the tracks A and/or B, whereby to warn pedestrians, motorists and the like of the presence of such trains, as will hereinafter be described in detail.

The signaling device 10 is shown as comprising a plurality of electro-mechanical relays 14, 16, 18 and 20 which comprise suitable relay coils 22, 24, 26 and 28, respectively. The relay coils 22, 24, 26 and 28 are adapted to actuate associated armatures 30, 32, 34 and 36, respectively, upon proper energisation and deenergization thereof, whereby the armatures 30, 32, 34 and 36 are selecalso comprises a combination relay-switch mechanism, generally designated 38, comprising a relay coil 40 adapted to selectively actuate an armature or switch element 42 between a pair of termianls 44 and 46.

Electrical power is adapted to be supplied to the signaling device from a suitable source of AC current by means of a pair of suitable conductors 48 and 50 which are communicable with a transformer-rectifier, generally designated 52, which converts the AC current transmitted thereto to DC current. The transformer-rectifier may be of any suitable conventional construction of the type well known in the art and hence no further description thereof is necessary.

It will be seen that the signaling device 10 is connected to each of the rails R R and R R of the tracks A and B. More particularly, the rails R and R are connected through suitable conductors 54 and 56 with the output section of the transformer-rectifier 52, while the rails R and R are connected through conductors 58 and 60 with the signaling device 10 in a manner hereafter to be described. It will be noted that when a train traverses the tracks A or B, the rails R R and R R thereof are connected in an electrical sense by virtue of the fact that the trains complete an electric circuit between the rails R R and R R As shown in the drawing, the conductor 58 is connected to the relays 14 and. 18 by means of conductors 62 and 64 which are communicable with the relay coils 22 and 26, respectively. Similarly, the conductor 60 is connected to the relays 16 and through conductors 66 and 68 which are communicable with the relay coils 24 and 28, respectively. The transformer-rectifier 52 is connected to the relay 14 through a conductor 70 which is in turn connected to a terminal 72 associated with the armature by means of a conductor 74. The conductor 70 is also connected to the relays 16 and 18 through conductors 76 and 78, respectively, which conductors 76, 78 are connected to terminals 80 and 82 associated with the armatures 32 and 34 through conductors 84 and 86, respectively. The armature 34 of the relay 18 is connected through a conductor 88 with another conductor 90 and terminal 92 associated with the armature 36 of the relay 20, whereby when the armature 34 is in its closed position, a circuit is completed between the terminals 82 and 92 of the relays 18 and 20. The armature 36 of a relay 20 is connected through a conductor 94 to a conductor 96 of the relay-switch 38 which is in turn connected with the relay coil 40 thereof. The relay coils 28 and 40 of the relay 20 and relay-switch 38 are connected through conductors 98, 100 and 102.

It will be seen that the relay coils 22, 24, 26 are connected through conductors 102, 104 and 106, respectively, with a common conductor 108 which is in turn connected through a conductor 110 to the conductor 100 and a suitable ground, as illustrated at 112 in the drawing. Interposed between the relays 14, 16 and 18 and the common conductor 108 is a plurality of diodes 114, 116 and 118 which are adapted to function in a conventional manner in controlling the flow of current between the relay coils 22, 24, 26 and the conductors 108, 110 and the ground 112. The armatures 30 and 32 of the relays 14 and 16 are connected through conductors 120 and 122 to a common conductor 124 which is in turn connected through a conductor 126 with the armature 42 of the relay-switch mechanism 38, and the terminal 46 of said mechanism 38 is connected through a conductor 128 and conductors 130 and 132 to the indicating lights L3 and L4. Similarly, the terminal 44 of the switch 38 is connected through conductors 134 and 136 to the indicating lights L1 and L2. It will be seen that the indicating lights L1, L2, L3 and L4 are connected through suitable conductors, generally designated 138, to suitable grounds, generally designated by the numeral 140.

In order to facilitate a clear understanding of the function of the various operational parts of the signaling device 10 of the present invention, a brief description of a typical operational cycle thereof will now be given.

It will be appreciated that the following train traflic conditions may exist on the railroad tracks A and B: that no trains are traveling along either of the tracks A or B; that a train is traveling along track A only; that a train is traveling along track B only, and that two trains are traveling along tracks A and B simultaneously. In describing the operation of the signaling device 10 of the present invention under the above described train traffic conditions, the various armatures 30, 32, 34 and 36 should be considered to be normally disposed in the open positions shown in the drawing. Likewise, the armature 42 of the relay-switch 38 should be considered to be normally in contact with the terminal 44.

Assuming the initial conditions that there are no trains traveling along either of the tracks A or B, the circuit between conductors 54 and 58 will be opened due to the fact that no train is passing along track A, and similarly, the circuit between the conductors 56 and 60 will be opened since no train is passing along track B. Accordingly, the relay coils 22, 24, 26 and 28 will be deenergized since no electric current can be communicated thereto, with the result that the armatures 30, 32, 34 and 36 are disposed in their respective open positions shown in the drawing. With the armatures 30, 32, 34 and 36 thus opened, electric current cannot be communicated from the transformer-rectifier 52 to the indicating lights Ll-L4 with the result that said lights will not be illuminated during such time as no trains are traveling along the tracks A and B.

In the event a train is traveling along track A, such train will complete a circuit between the conductors 54 and 58, whereby electric current will be communicated from the transformer-rectifier 52 to the relay coils 22 and 26 of the relays 14 and 18, thereby causing the armatures 30 and 34 to be biased to a closed position. When the armatures 30, 34 are thus closed, electric current will flow from the transformer-rectifier 52 through the conductors 70 and 74, the terminal 72 and armature 30 to the conductor 120 in the relay 14. From the conductor 120, current will be communicated through the conductors 124 and 126, through the armature 42 and terminal 44 to the conductors 134 and 136, resulting in energization or illumination of the indicating lights L1 and L2. Although the armature 34 is biased to its closed position due to energization of the relay coil 26, the armature 36 will remain in its normally open position since the coil 28 is not energized. After the train has passed the circuit between the conductors 54 and 58 will be opened, thereby causing the coils 22 and 26 to be deenergized at which time the indicating lights will be deenergized, as will be apparent.

Assuming the condition that a train is traveling along the track B, the electric circuit between the conductors 56 and 60 will be completed, resulting in current being communicated from the conductor 60 to the conductors 66 and 68 and hence to the relay coils 24 and 28 of the relays 16 and 20. When the coils 24 and 28 are thus energized, the armatures 32 and 36 of the relays 16, 20 will be biased to their respective closed positions, i.e., in contact with the terminals and 92. When the armature 32 is thus closed, electric current will be communicated from the transformer-rectifier 52 through the conductors 70, 76 and 84 and the armature 32 to the conductors 122, from where the current will flow through the conductors 124 and 126, through the armature 42 and conductors 134 and 136 to the indicating lights L1 and L2, resulting in energization of said lights. Although the armature 36 is biased to its closed position upon energization of the relay coil 28, electric current will not be communicated therethrough due to the fact that the armature 34 is disposed in its normally open position when there is no train traveling along track A. It will be noted, of course, that the armatures 30 and 42 will remain in the positions illustrated in the drawing when a train is on track B. When the train has passed, the lights L1, L2 will be deenergized due to the opening of the circuit between the conductors 56 and 60.

It will thus be seen that whenever a train is traveling along either track A or track B, the indicating lights L1 and L2 will be illuminated, thus indicating the presence of a train on either of these tracks.

At such time as a pair of trains are traveling along tracks A and B simultaneously, electric circuits between the conductors 54 and 58 will be completed due to the train on track A, while the electric circuit between conductors 56 and 60 will be completed due to the train on track B. As above described, when the circuit between the conductors 54 and 58 is completed, electric current will be communicated from the transformer-rectifier 52 to the relay coils 22 and 26, resulting in actuation of the armatures 30 and 34 of the relays 14 and 18, whereby said armatures 30, 34 will be biased to their respective closed positions. Similarly, completion of the circuit between the conductors 56 and 60 results in electrical power being communicated from the transformer-rectifier 52 to the relay coils 24 and 28 of the relays 16 and 20, whereby the armatures 32 and 36 will be baised to their respective closed positions. Normally, when the armatures 30 and 32 are closed, electric current will be communicated from the conductors 70, 74 and 120, to the conductor 124 in the relay 14, and from the conductors 70, 76, 84 and 122 to the conductor 124 in the relay 16. This current would then be communicated from the conductor 124 to the conductor 126 and then to the armature 42 which is in its normal position in contact with the terminal 44. However, it will be seen that the relays 18 and 20 function as an and-gate and thus when both of these relays are actuated, i.e., the armatures 34, 36 thereof are closed, electric current will be communicated from the conductor 70 to the conductors 78 and 86, through the armature 34 of the relay 18 and to the conductor 88. From the conductor 88, this current is transferred through the conductor 90, terminal 92 and armature 36 of the relay 20, and finally through the conductors 94 and 96 to the relay coil 40 in the relay-switch 38, resulting in energization of the relay coil 40. It will be seen that when the relay coil 40 is thus energized, the armature 42 will be biased from its normal position engaged with terminal 44 to a position in contact with the terminal 46, whereby to complete an electrical circuit between the conductor 126 and the conductor 128 which is connected to the conductors 130 and 132 associated with the indicating lights L3 and L4. By virtue of the fact that the relays 14 and 16 have been actuated, as previously described, electric current will therefore be communicated from the transformer-rectifier 52 through the relays 14, 16 and relay-switch 38 to the lights L3 and L4, resulting in illumination of the same. Therefore, it will be seen that when a train is on each of the tracks A and B, the indicating lights L3 and L4 will be energized.

At such time as the train on one of the tracks A or B travels a predetermined distance from the positions of the tracks A, B with which the signaling device is operatively associated, the electric circuit between the rails of said vacated track will be opened and the indicating lights L3 and L4 will be deenergized and simultaneously, the lights L1 and L2 will be energized. For eX- ample, in the event the train on track A moves away from the location of the signaling device 10, the electric circuit between conductors 54 and 58 will be opened, resulting in deenergization of the relay coils 22 and 26. Upon deenergization of the relay coil 26, the armature 34 of relay 18 will be opened, thereby opening the circuit between the transformer-rectifier 52 and the relay 20, with the result that the relay coil 40 will be deenergized, causing the armature 42 to be biased to its normal position in contact with the terminal 44. When this occurs, the lights L3 and L4 will be deenergized and electric current will be communicated through the relay 16 to the conductors 124, 126 and armature 42 to the conductors 134 and 136, resulting in illumination of the indicating lights L1 and L2.

It will be seen from the foregoing that the signaling device 10 of the present invention provides a novel means for indicating the presence of a train on either of a pair of associated railroad tracks, and for providing a different type of indicating signal when a train is on both of the tracks, thereby giving a motorist or pedestrian ample warning of the presence of the exact traffic conditions on the tracks and prevent him from prematurely crossing the tracks in the presence of an approaching train.

Although the construction hereinabove described is considered to be a preferred method of carrying out the principles of the present invention, it will be noted that the various relays 14, 16, 18 and 20, as well as the relayswitch 38, may be replaced by the appropriate electronic equivalents in the form of vacuum tubes, transistors and the like. For example, the relays 18 and 20 function as an and-gate and therefore may be replaced by a simple transistor circuit of the type well known in the art, and the relays 14 and 16 essentially function as an or-gate and likewise may be replaced by a transistor or vacuum tube circuit of the type well known in the art. Accordingly, although the signaling device 10 of the present invention has been illustrated and described herein as incorporating the various electro-mechanical relays 14-20 and relayswitch 38, the scope of the present invention is not intended to be limited to this specific construction. It will also be noted that although the indicating means described herein is in the form of the plurality of indicating lights L1-L4, it will be readily apparent that virtually any other type of indicating means, either audible or visual, may be used. For example, a system of audible signals of different degrees of loudness or frequency may be readily used to indicate the presence of a train on either of the tracks A or B and the presence of trains on each of said tracks.

It will be appreciated from the foregoing description of the present invention that the signaling device 10 is of an extremely simple design and therefore may be easily assembled and economically manufactured It may be noted that the signaling device 10 is not intended to be limited in use with only a pair of associated railroad tracks, but instead may find ready application in use where a larger number of tracks are located close to one another, whereby to provide a visual or audible indication of the number and location of trains on each of said tracks.

While it will be apparent that the preferred embodiment illustrated herein is well calculated to fulfill the objects above stated, it will be appreciated that the present invention is susceptible to modification, variation and change without departing from the scope of the invention.

I claim:

1. In a signaling device for indicating the presence of a train on either one or both of a pair of railroad tracks each comprising a pair of rails, the improvement comprisfirst and second indicating means,

a source of electrical energy for energizing said indicating means,

first switch means normally disposed in a first position and movable to a second position in response to an electrical signal,

first circuit means connecting said first switch means when in said first position with said first indicating means and second circuit means connecting said first switch means when in said second position with said second indicating means,

second switch means normally disposed in a first position and movable to a second position upon completion of a circuit between said energy source and said second switch means,

third circuit means including the rails of one of the tracks for communicating said energy source with said second switch means and fourth circuit means connecting said second switch means when in said second position with said first switch means,

third switch means normally disposed in a first position and movable to a second position upon completion of a circuit between said energy source and said third switch means,

fifth circuit means including the rails of the other of the tracks for communicating said energy source with said third switch means and sixth circuit means conmeeting said third switch means when in said second position with said first switch means, whereby said first indicating means is energized when a train is present on either one of said railroad tracks and said second indicating means is energized when a train is present on each of said tracks.

2. A signaling device as set forth in claim 1 wherein said third switch means comprises an and-gate.

3. A signaling device as set forth in claim 1 wherein said second switch means comprises an or-gate.

References Cited UNITED STATES PATENTS DRAYTON HOFFMAN, Primary Examiner US. Cl. X.R. 

